Railroad tank-car.



PATENTED SEPT. 8, 1903;

J. W. VAN DYKE.

RAILROAD TANK GAR.

APPLICATION FILED JUNE 25, 1902.

s SHEETS-SHEET 1. Q D() NO MODEL.

QM. NU

m mm

me noms varznsf, wux'quma. wAswNGToN. o. c.

PATBNTED SEPT. 8, 1908.

J. W. VAN DYKB. RAILROAD TANK'GAR.`

APPLIUATION FILED JUNE 25, 1902.

N0 MODEL.

affozmal "ma Noms Farias co. PHomLITHo., wnsnmmcw` n c.

UNI A Ni u, w wa w AA@ o PATENTED SEPT. .8, 1903.

`J. W. VANDYKB. RAILROAD TANK GAR.

APPLICATION FILED JUNE. 25, 1902.

s SHEETS-summa.

N O MODEL.

TH: Nonms Pneus co. Puuruumu. WASHINGTQN. u. c.

Iatented September 8, 93.

PATENT OFFICE.

JOHN W. VAN DYKE, OF LIMA, OHIO'.

RAlLRoAD TANK-@Aa p SPECIFEGATION forming part of Letters Patent No. 738,259, dated September 8, 19O.

Application filed June 25,1902.

Serial No. 113,088. (No model.)

To rtl?, whom t may concern,.- Be it known that I, JOHN W. VAN DYKE, a citizen of the United States, residing at Lima, in the county of Allen and State of Ohio, have invented certain new and useful Improvements in Railroad Tank-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates more particularly to cars with tight metallic tanks in the form of horizontal cylinders of more than four thousand gallons capacity for the conveyance of oil on railroads, some of these cars in use being of ten thousand gallons capacity and the tendency being to make the cars oonstantly larger and larger. In service these cars have not only to support the great weightV of this large volume of material, but to Withstand the shocks, sometimes of extreme violence, resulting from stopping, shunting, and coupling, to say nothing of those liable to result from possiblecollisions. For coupling it is not uncommon to deliver a car to be coupled against others standing on the track at considerable speed in order that the automatic couplers may be brought together with sufcientintimacy toinsure their engagement with cach other, and when this is done in coupling one of the heavy cars now in use onto a long train of similar cars the latter act as a hardly-movable anvil in resisting the impact of the moving car as a hammer, so that an enormous pressure is developed and applied to the cars which come directly together. The pull for hauling and for starting long trains of heavy cars of modern use is also enormous, although probably not equal in stress to the shocks which result from the cars coming together. To withstand these severe stresses of compression and of tension, great strength of car construction is necessary, and to secure the necessary strength without excessive increase in the Weight has been an object to which much thought has been directed by the numerous persons engaged in railroading. Practically much has heretofore been left to be desired in this direction in the matter of the bet'orewnentioned tight cylinder tankcars, those in actual use havinga large amount of dead-Weight and demanding frcquent repairs. So far as I am aware the tanks of these cars have always heretofore been mounted on an underframe, to which the coupler-buffers at the ends of the car have been attached and by which the severe stresses before referred to are mainly or entirely supported, (the underframe being made sufficiently strong for the purpose.) Also, so far as I am aware,it has been thought essential heretofore to provide supports for the tank at one or more intermediate points, as well as at or near the ends thereof, in order that it may not break, bend, or become leaky under the great weight of itself and its contents When exposed to the severe usage which is an unavoidable incident to railroad traffic. I have discovered that the said underframe and intermediate supports can be dispensed with, the horizontal cylindrical metallic tank being itself relied upon to support both the transverse stresses due to the load of over four thousand gallons of oil and the longitudinal stresses of tension in hauling the cars of such capacity and of compression in the coupling, stopping, and pushing of them. I have discovered that it can support both without leaking and With,- out requiring an undue amount of repairs.

In order to carry out my said discovery in industrial practice, I by means of riveting, bolting, Welding, casting, making in one piece, or other fastening firmly secure the coupler-buffers to the horizontal cylindrical metallic tank at appropriate points, it being considered most advantageous to effect this fastening by the aid of plates or flanges, which plates or flangesare curved or in any Way conformed with the shape of said tank and are sufficiently extensive to distribute the stresses over a suitable area of the tankshell to enable the bolts, rivets, or other fastenings to hold against the enormous pressures to which they are apt to be subjected, as aforesaid.

It is an advantage, if not a practical necessity, to employ automatic couplers; but cars could be provided with non-automatic couplers and still be within the limits of the invention. Also it is advantageous to use coupler-bulfers in which the device through which the car is hauled receives the bnfnngpressures as Well; but it'is possible and permissible within the limits of the invention to IOO IoY

use coupler-buffers with distinct and separate devices for bufling and hauling, respectively, the expression coupler-buffer77 being equivalent to coupler and buffer throughout this specification. Of course the pressure resulting from buing could in part be sustained through the draw-bar and in part otherwise. The buffer (or one or more buffers) could be secured to the tank separately from the coupler, or there might be a coupler and one or more buffers on a frame common to both and one or more separately-secured buffers.

'My new or improved tank-cars can be used for water, acids, molasses, and other liquids, as well as for oil. They can be made stronger than any other cars to me known of the same Weight and capacity, lighter for the same strength and capacity, and larger for the same weight and strength. I have constructed such cars of siX,.ten, and thirteen thousand gallons capacity, and I have tested them. I believe that they will cost less in repairs than similar cars of the old construction. Further, as a safeguard against leakage, I fasten tight patches inside the tank over all or part of the areas ofv fastening the coupler-buffers to the tank, so that the tank will not leak even if one or more openings should occur in said areas-as, for example,

when the coupler-buffers are secured by rivets or bolts and one or more of these should work loose. By fastening it will be understoodthat I include making in one piece, welding, or any other known or suitable mode of securing union, as well as attaching by devices, such as rivets or bolts, which pass through one or both of the plates to be secured together, although these devices are considered advantageous and more especially intended to be used. The patches may be the saine gage as or they may be thicker or thinner than the plates to which they `may be applied.

So far as I am aware it is new in general to combine with the tight horizontal cylindrical metal tank of a railroad tank-car a coupler Aor a buffer, or both, secured to said tank and mainly or wholly support the pushing and1 hauling applied to the car, and I therefore claim such combination broadly; but the same has special advantages in my new or improved cars in which the stresses applied to the coupler-b'utfers are borne and transmitted to the next car by the tank itself, and is more particularly claimed in this connection.

In making my said new or improved cars, whether they be provided or not with inside patches, the sheets composing the tank may be all of one strength or gage; but it is an advantage and special improvement to have the `bottom end plates to which the coupler-buffers are secured reinforced, as compared with some or all the others, by being made of somewhat heavier sheets or of more than one thickness or in both ways. Of course with the extra strong bottom end plates the plates or flanges for securing the frames of the coupler-buffers thereto need not be so extensive in order to have the same factor of safety as with bottom end plates which may not be so strong.

The coupler-buers can be made of any proper construction; but itis considered an advantage and special. improvement to provide the same with a frame in the form of a curved top plate and also to provide such curved top plate with integrally formed flanges of greater or less depth on the under convex side of said top plate. These flanges aid in forming the housing for the draft-rigging by serving as the sides of said housing or as means for joining the sides thereof to said top plate. So far as I am aware such a con pler-bntfer frame, with or without the said integrally-formed flanges, is new in itself and has never before been fastened to the horizontal cylindrical metal tank of a tank-car. It is intended, therefore, to cover it as well when applied to such tank generally as when used in connection with a tank which receives and transmits the stresses of compression and tension as hereinabove set forth.

The body-holsters between the tank and the respective wheeled trucks of the car can be the coupler-buffers and the body-holsters to the tank may be without either of them being secured through the other.

It is considered advantageous and a special improvement to provide coupler-buffers and body-holsters, which are secured to the tank by their respective individual fastenings and also to securethe coupler-buffer for each end of the car to that part of the tank 4which lies between the body-bolster and the end of the tank. Such attachment can be made with or without a connection outside of the tank between the body-bolster and the coupler-buffer or portions thereof; but it is considered more advantageous and a further improvement to provide such connection by bolting which the stresses are borne and transmitted by the tank itself instead of by an underframe, as heretofore employed; but so far as I am aware it is new in a tank-car with or without the usual underframe to combine with the horizontal cylindrical metal tank ofv IOO ITO

such car a body-bolster secured by its individual fastenings to said tank and a coupler-buffer secured by its individual fastenings to in whole or in part that portion of said tank which lies between the body-bolster and the adjacent end of the tank, with or without an interconnection between bodybolster and coupler-buffer or portions thereof, and suoli combinations are claimed sevally and collectively.

Most advantageously the body-bolsters and the coupler-buffer frames comprise each a curved top plate which is secured to the tank, and if there are to be connections outside of said tank between the corresponding bodybolsters and coupler-buffer frames they are also appropriately adapted for interconnection.

Itis new, so far as lam aware, to use in a railroad tank-car body-holsters and couplerbuffers, whereof each has a curved top plate for securing the same to the car, whether such car is with or without the usual underframe, and even if such car should have the said top plates secured by their respective individual fastenings not to the tank, but to some other part of the car, and a railroad tank-car in `general when so provided is included within the limits of the invention.

Another improvement believed to be new in any railroad tank-car consists in providing the curved top plate of the bolster with ribs and an intermediate web and in combining therewith a horizontal bottom plate which carries the side and center bearings and is united to said ribs and web.

The body-bolster, whatever may be its construction and arrangement, when secured to the tank would best have the area of fastening the same to the tank protected by an inside patch as a safeguard against leaking, and such protection constitutes a special feature of invention.

It is permissible within the main features of the invention to support in any suitable way the brake-operating mechanism, which is connected with the brake mechanism on the wheeled trucks for operating the same; butitis a special improvement to suspend said mechanism fromthetank. These-suspended mechanism can be combined with hand-brake devices or with air-brake devices or with both, and when air-brake devices are used it is a further improvement to suspend the airbrake cylinder or the said cylinder and the auxiliary reservoir from the tank itself.

Still further, it is an advantage and a feature of the invention to protect againstleakage by providing` one or more tight patches inside the tank over one or more of the areas of fastening the suspending devices of the said brake-operating mechanism or the airbrake cylinder or auxiliary reservoir. The same protection may be extended to the areas of fastening other external devices to the tight horizontal cylindrical metal tank of a railroad tank-car. `So far as I am aware it is n kD broadly new to apply one or more patches inside such a tank over the whole or apart of areas of fastening one or more external devices to said tank, and it is therefore intendedto claim the same generally, as well as in the several particular connections herein specified. Whether patches (one or more) shall be applied in a given instance may be governed, however, by the cost of application in comparison with the probable liability of the contact of the external device with other objects to ind nce leakage. Thus a running-board is considered to be best supported by brackets fastened to the tank; but it is probable that the cost of the patches inside the tank over the areas of fastening said brackets would be greater than the insurance against leakage which they would give, since there seems to be comparatively little liability to leakage on account ofsaid brackets. They would be more apt to bend or break themselves than to pull out a bolt or rivet in an accident, and in regular working they are not subjected to stresses which would tend to loosen rivets or bolts. Consequently it is not considered desirable to protect the areas of fastening these brackets, although it could be done, if preferred.y Of course, also, the protection of other objects can be omitted or employed, as may be preferred.

The invention also comprises all and several the hereinafter-specified parts, improvements, or combinations. Each of them, as well as each of those hereinbefore specified, is intended to be claimed for all the uses to which the same may be adapted.

ln the accompanying drawings, which form part of this specification, Figure 1 is a side view, partly in section online A A of Fig. 6 and partly broken away,of a railroad-car constructed in accordance with the invention. Fig. 2 is a side view of a portion not seen in Fig. 1, because in front of the section-plane. Figs. 3 and l are detail views in `section on a larger scale than Figs. 1 and 2. Fig. 5 is adiagram in planof the brake mechanism shown, by way of example, in Fig. l. Fig. 6 is a front view, partly in section on line B B of Fig. l, of the car shown in the said Fig. 1, the dome and upper part of the tank being partly broken away. Fig. 7 is a detail view of the running-board and parts adjacent in section on line C C of Fig. l, on a larger scale than Figs. 1 and 6, and Figs. 8 to 14 are views on a larger scale than Figs. 1 and 6 of the bodybolster and coupler-buffer frame for one end of a car, Figs. S and 9 being a front and a rear view, respectively, of the body-bolster; Figs. 10 and 1l, front and rear views of the coupler-buffer frame; and FigsL`12, 13, and 14, respectively, a side View, a plan and a bottom view'of both the body-bolster and the coupler-buffer frame.

draft-rigging is shown in place. Figs. l5 to 17 are views of another form, also within the invention, of body-bolster and coupler-buffer frame, Figs. l5 and 1G being, respectively, a

ln Figs. 13 and 1st. the.

IOO

IIO

plan and a bottom view with the draft-rigging in place; and Fig. 17, a side elevation without such rigging; and Figs, 18 and 19 are detail views corresponding with Figs. 4 and 3, respectively, and showing other forms also within the invention.

The tank a is a horizontal metal cylinder of upward of four thousand gallons capacity. It is of the construction usual in railroad tank-cars-that is to say, it is made of curved metal plates lapped, riveted, andcalked and is provided with a central dome and convex ends. The plates may be all of one thickness; but it is more advantageousto have the bottom end plates 2 reinforced, as compared with the others-as, for example, by making them of increased thickness. (See Figs. 4 and 18.) For example, the bottom end plates may be of three-eighth-inch metal, while the others are of one-fourth inch. t

The tank ct is mounted upon the wheeled trucks in any ordinary or suitable way, eX-

` cept that I dispense with the underframe,

which has always, as I believe, been heretofore employed to support the tank between the trucks and to transmit the stresses of compression and tension between the ends of the car. As shown, body-holsters b are secured to the tank a, near the respective ends thereof, and each body-bolster rests upon a corresponding truck-bolster c, with center and side bearings, as customary. The center bearing et on the body-bolster fits upon and within the center bearing 5 of the truckbolster, While either of the side bearings 6 of the body-bolster may rest upon the corresponding side bearings 7 of the truck-bolster atsuch times as the equilibrium of the tank is disturbed. A king-pin 8 passes through the two center bearings.

What is considered the mostadvantageous construction of the body-bolster is to make it (see Figs. 8 to 14, also Figs. 15 to 17) with a curved top plate 9, ribs 10, extending in the direction of curvature below said plate, a horizontal or nearly horizontal bottom plate 11, which carries the center and side bearingsV 4- and 6, and a vertical web 12, extending in the direction of curvature between the top plate 9and bottom plate 11 and also between the ribs 10, the ribs and web being united above to the top plate and below to the bottom plate. While this construction could be otherwise realized, it is considered best to cast the whole in one piece. verse to the curvature of the top plate 10, are shown between the bottom plate 11, web 12, and ribs 10. Extensions 14 and 15 of the top plate are also shown outside the ribs 10, there being ribs 16 and 17 under said extensions, respectively. For the purpose of connection with the coupler-buffer frame the body-bolster is provided with flanges 18,- having suitable bolt-holes therein. The holes in the top plate 9 and extensions 14 and 15 for the reception of the bolts or rivets (the latter are considered preferable) for fastening the Ribs 13, trans- 23eme body-bolster to the tank a can be placed as may be desired. It is recommended to have about forty holes, more or less, for one-inch rivets; but the number can be varied.

Instead of transmitting the stresses of compression and tension from one end of the car to the other mainly or wholly through the customary underframe said stresses in my new orimproved car are borne by the tank d itself, the coupler-buffers being fastened to it at the respective ends thereof and most advantageously, in part at least, to those portions of the tank which lie between the bodyholsters and the ends of the tank. They are best secured by the aid of extensive curved plates or flanges, which, as shown, consist for the frame at each end of the car of the top plate 9, of the body-bolster, already described, (with its extensions,) and the curved top plate 19 of the coupler-buffer frame, this latter being provided at the back with flanges 20, which are bolted to the before-mentioned flanges 18 of the body-bolster. It is recommended to secure the plate 19 by about fifty one-inch rivets, more or less, in addition to those which secure the plate 9, thus making approximately one hundred in all; but the number can be varied.

It will be understood that the coupler-buffer frame could be secured to tank d independently of the body-bolster. In fact, it is possible that the top plate 19 of the couplerbnffer frame of the dimensions shown might be of sufficient extent for the bolts or rivets therein to stand the stresses from the cou pier-buffer without aid derived from the bolts or rivets for securing the body-bolster to the tank; but it is considered more advantageous to have the body-bolster fastened to the tank and to the coupler-butter frameoutside of the tank. Of course, also, the latter frame could be extended above the truck-bolster c and could be provided underneath with a body-bolster to bear upon the said truck-bolster. Further, if a body-bolster should be fastened to the tank with plates or flanges of sufficient extent to distribute the stresses over an appropriate area of the tank, so that the stresses can be resisted by the latter instead of allowing the bolts or rivets to be torn out or the plate itself to give Way, it is evident that it alone might furnish all the plates or flanges necessary for securing the coupler-buffer frame to the tank.

The coupling and buffing arrangements could be of the friction type or the spring type or, in fact, of any ordinary or suitable description. rlihe buffer may be formed by the draw-bar and its cushioning devices, or it may be independent of either the draw-bar or its cushioning devices, or of both. As shown, the buffing (compression) as Well as the hauling (tension) stresses are communicated through the draw-bar e and its springs g. It is common to have springs set inside of other springs, and it is designed to have such an inner spring in keach of the outside IOO lIO

4the rods 63, removably springs g shown. rlhe coupling-head d is fast on the front end of the draw-bar c, and there is a looped strap j", whose ends are fastened to the draw-barnearits rearend. The springs g are located between followers 7L, which lie in the loop of strap if, between its closed end and drawbar c. In Figs. l, 13, and 14 two sets and in Figs. 15 and 16 one set of two springs each are shown with corresponding followers. Referring to the former figures, one set of followers lies between the closed end of the looped strapf and the stops 62, Fig. 1, on the said strap j and the other set between said stops 62 and therear end of the draw-bar c. y

The housing for the draft-rigging (the lat# ter consisting, as shown, of said springs, followers, strap, and draw-bar) is formed most advantageously by the aid of flanges formed integral, or, in other words, in one piece with the top plate 19 and depending therefrom. For each set of followers h there are stops 22 on the coupler-buffer frame, (formed, as shown, by offsets in flanges 21,) the ends of each pair of followers lying between a corresponding pair of stops after a very common arrangement in the draft-rigging of railroadcars. When the draw-bar e is pushed in by Contact of its coupler-head d with that Ofanother car, the outer follower h of each setthat is, the follower of each set which is nearest the end of the caris pushed inward (toward the middle of the car) and compresses the springs g, the inner follower 7L of each set being held from motion inward by the stops 22. On the other hand, the stresses of tension are communicated by the strap f to the inner follower h of each set and compress the springs g against the outer followers h, which are held from motion by the corresponding stops 22. The stresses, as well of tension as of compression, are in each case communicated to the conpler-bulfer frame (consisting of the top plate 19 and flanges 21) and by it directly or through the body-bolster to the tank d. The heads h are upheld by supported in lugs 64 of the couplet-buffer frame, and the front end of the draw-bar is upheld by the rods 65, removably supported in the lugs 66. By removing the rods 63 and'65 the draft-rigging can be taken off. The rods 63 and 65 may be incased in loose or tight sleeves fordiminishing or for taking wear. A removable wear-plate is shown above them at the right of Fig. 1.

As shown in Figs. 1, 4, and 10 to 14, the front portion of each top plate 19 is dropped at 70 sufficiently to give access beyond the [langes 21 to the seam which fastens the head of the tank to the bottom end plate in order that said seam maybe calked originally and kept tight afterward. With the same object the metal of said plate under said seam between the flanges 21 is removed or left out at 7l. The upper edges of the flanges lie between the rivet-heads and can be made as small as may be desired by lieveling, for example.

As shown in Fig. 18, the bottom end plate 2 at each end of the tank is turned up in front, and the head of the tank is riveted t0 this tu rned-up portion. Access to the seam for the original calking and for keeping tight afterward is thus secured independently of any drop in or cutting away ofthe front portion of the top plate. The top plate is there fore in Figs. 15 to 18 shown solid and as eX- tending to the ends of the flanges 21 in its original curved plane.

As a safeguard against leakage by the starting of a bolt or rivet or otherwise patches j are fastened inside the tank over the areas of fastening the coupler-buffer frames to the tank. Said patches are best secured by lines 23 of rivet-s (although bolts or other fastenings could be used) and are calked or otherwise made tight, so that the tank will not leak, even if there should be a hole or holes in the portion of the tank covered by a patch. As many patches may be used as desired and, if preferred, need not cover the entire area of fastening any one device. As shown in Figs.- 18 and 19, there is one patch over the area of fastening of the top plate 19 and another over that of the top plate 9; but in Figs. 1, 3, and 4 one patch covers both. Where there is only one patch over the areas of fastening both top plate 19 and top plate 9, these plates can come together as close as preferred. As shown in Figs. 3, 13, and 14, the flanges 18 and 20 fit tightly together; but there is a slight gap between the two top plates in the space between the flanges in order that contact may be insured between the flanges on both sides. In Figs. 15,16, and 19 sufficient space between the top plates is left to give access to the two seams of rivets 23, Fig. 19, by which the two patches jare secured. For the same reason the flanges 18 and 2O are recessed at 72. The remaining portions of the upper edges of the flanges can be made as small as may be desired, so as to come between the rivet-heads.

In order to secure the various parts to the tank, a workman would enter the same with his tools, the dome being provided with a manhole to admit him. After the car is running it may also be necessary for a workman to enter the tank from time to time in order to tighten a rivet or a seam, and in such cases it may sometimes be necessary for him to get out quickly on account of accumulation of gas in the tank. To facilitate his entry and exit, a stationary ladder is shown in Figs. l and 6. The top rung 8O is a grab-iron above the top sheet of the tank, to which sheet it is riveted. The sides 81 of the ladder are riveted to the same top sheet. They have cross-pieces 82 and are steadied by braces 83. In any case where the body-bolster is secured to the tank of a railroad tank-car a tight patch or patches can be secured inside IOO any ordinary or suitable description.

is known as the .rigid diamond truck is the tank over the area of fastening as a safeguard against leakage. So, too, in any case when there is secured to the tank a coupler or a butter-frame of whatever kind one or more such patches can be used for protection against leakage.

The new or improved car can be provided with a running-board of any known or suitable construction. As shown, there is a wooden running-board k around the sides and end of the tank, which board 7a rests upon and is riveted to brackets 24, attached to the tank d. At each end of the tank a strip of angle-iron 25 protects the edge of the board. A hand-rail Zis secured to the tank a by straps 27.

At each end of Vthe car, on each side thereo", are shown steps m and hand-gripsot to aid in reaching the running-board. Each set of steps (or short ladder) consists of a strap-iron stirrup with a cross-piece 28. The upper ends of the stirrup are fastened to the angle-iron 25 of the running-board, and it is held from side motion by strap-iron braces 67, extending to two of the brackets 24, above referred to.

At each end of the car is shown a rock-shaft 29, mounted in bearings under the runningboard and havingr an arm connected by a chain 30 with the pin 68 for locking the knuckles 69 of the automatic coupler, so that cars can be uncoupled without the brakeman going between them. At 31 is a grip-iron to aid him in manipulating the coupling or in connecting and disconnecting the hose 32 of the air-brake in case the car should be provided therewith.

The wheeled trucks of the car may be of Vhat shown by way of example. The truck-bolster c has been already referred to. It rests on springs p, with its ends in the guides in the side frames q. Under the truckbolster c (see right-hand truck in Fig. 1) is the chanjoint with the brake-rod 35 or 36.

nel-iron r, by which the side frames q of the truck are rigidly connected. The brakes on the'truck may also be of any ordinary or suitable description. By way of example levers s and t, connected by a strut 33, are shown for operating inside-hung brakes. Brakebeams of known orsuitable construction (not shown) carry the brake-shoes (not shown) of known or suitable construction and are hinged to the lower ends ot' the levers s and t in any known or suitable way. The upper end of the dead lever s is shown connected by a pivot-pin with the link 34, which has a nu mber of holes for enabling the said-pin to be adjusted in position therein and is fastened to the truck-bolster c by means of a hinge and strap allin the known way. The upper end of the live levert is connected by a pivot- By pulling on this rod the lower ends ot' the levers s and t are spread apart and the brakes applied. These rods (see Fig. 5) are connected at their respective inner ends with the horizontal leshown on the coupler-buffer frame.

vers 37 and 38 by means of hinge-joints, and the said horizontal levers are connected with cach other by the rod 39, havingvhinge-joints at its ends. The rod 40, whose outer end is connected with the brake-chain, is connected at its inner end with the corresponding end ot the horizontal lever 37 by a hinge-joint.

It the brakes are to be operated from each are riveted, bolted, or otherwise fastened to a Y bottom plate or plates of the tank and whose bottoms underlie the horizontal levers 37 and 38. A cross-piece 74 for preventing the levers from rising is also shown.4 There is also a novelty in the construction shown of having a brake-chain 43 between a wheel and axle 44 and a brakerod 40 run over a pulley journaled in bearings on the coupler-buffer frame, the axle 44 being shown as journaled in bearings on the tank a in a horizontal position. To provide for the journal-bracket 46 for the pulley 45, lugs 47 and 48, to which the yends of the said bracket may be fastenedre ee Figs. 2, 10, and 13.) In Figs. l5, 16 there is only one lug '75, the other end ofthe bracket being secured to the top-plate 19.

It' it should be desired to provide the car with an air-brake, which is almost if not practically a necessity, any known or suitable devices for the purpose may be used. In Fig. 5 the rod 49, whose inner end is connected with the piston in cylinder tt, has its outer end connected by a hinge-joint with one of the horizontal brake-levers-namely, with the lever 37. This is a known arrangement. There is, however, novelty in suspending the air-brake cylinder it andthe auxiliary reservoir w (when this is used) from the tank a. This suspension is best effected by hangers 50 and 51, provided with top flanges for fastening by rivets or bolts or otherwise to the bottom plate or plates of the tank.

At fr is the triple valve of known or suitable construction.

At y is a relief-valve, which can be operated t'rom either side of the car.

At 53 is a pipe leading from the exhaust of the brake-cylinder u to a pressure-retaining valve 76 (a known device) for enabling the pressure in the brake-cylinder to be partly applied or to be released, according to the position ot the said valve, while the triple valve is in the brake-release position.

At .e' is the train air-pipe, having couplinghose 32 at each end and a valved branch 55,

ICO

IOS

IIO

IZO

Vshow the contents of the car.

As a safeguard against leakage the areas of fastening any one or more of the brakehangers 42, 50, and 5l, or, in fact, of external devices of any kind, can be covered inside the tank ct with a tight patch 60, which can be secured by a line of rivets 6l.

The new or improved car of the present invention is to be coupled in trains, hauled, stopped, and shunted like other tank-cars. It is considered able to withstand any usage to which such cars are properly exposed and less liable to damage in case of a wreck than tank-cars of the common construction, for it will hardly be possible that the tank should be torn loose from the coupler-buffer frames or from said frames and the body-holsters, and being thus permanently Weighted therewith it is less liable than the ordinary tank held by straps to an underframe to be pitched about and brought against objects which might punch holes in the sides of the tank. Vhen the tight inside patches are used, the corresponding external objects might be broken off,and thereby leave holes in the tank without resulting in the escape of the contents of the tank, since the said patches will still cover the holes.

When cars come together and com press the springs g to the limit of permitted motion, the coupling-head CZ might be allowed to strike the end of the coupler-buffer frame; but pressure applied to the end of this frame would have a greater tendency to tear the couplerbuffer frame from the tank d to damage the Wheeled trucks or to lift the tank from the said Wheeled trucks than if said pressure should be applied farther back 'on the coupler-buffer frame. It is therefore preferred to have the inward motion ofthe draw-bar e arrested by the coming together of the coils of springs g rather than by contact of the coupler-head 0l with the coupler-buffer frame.

Above it has been indicated that sheets of three-eighths-inch thickness might be used for the bottom end plates and one-fourtl1-inch sheets for the rest of the tank. Thesheets might of course be of greater or of less thickness than these figures, Which are given only by Way of example. The invention is not restricted to any particular thicknesses. y

I claim as my invention or discoveryVN l. A railroad-car composed of a tight/metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks,

and provided with coupler-buffers secured to said tank in such a manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

2.v A railroad-car composed of a tight tnetal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on Wheeled trucks, and provided with coupler-buffers whereof the frames are secured to said tank by the aid of extensive curved plates or flanges in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an linderframe as heretofore employed in tank-cars, substantially as described.

3. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks, and provided with coupler-buffers secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank cars, the said tank having tight patches on the inside thereof over the areas of fastening said. couplet-buffers to said tank as a safeguard against leakage, substantially as described.

et. The combination with a tight horizontal cylindrical metal tank of a railroad tank-car, and a coupler or buffer, or both, secured to the said tank, of atight patch inside said tank over the area of fastening, substantially as described.

5. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand galgallons capacity, composed of curved plates secured together, with bottom end plates reinforced, mounted on wheeled trucks, and provided with couplerfbu ffers secured to said bottom end plates in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

6. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on Wheeled trucks, and provided with coupler buffers Whose fram es consist each of a curved top plate and depending integrally-formed flanges on the under convex side of said top plate to form the housing for the draft-rigging and have said top plate secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping,

IOO

and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

7. Arailroad-carcomposed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks, and provided with coupler buffers whose frames consist each of a curved top plate secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tankitself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

8. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of a coupler-buffer whereof the frame consists of a curved top plate secured to said tank and dependingintegrally-formed flanges on the under convex side of said top plate to form the housing for the draft-rigging, substantially as described.

9. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of a coupler-buffer whereof the frame consists of a curved top plate secured to said tank and having the housing for the draftrigging on its under convex side, substantially as described.

10.A A railroad-car composed of a tight metal y tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks by the aid of body-bolsters secured to said tank by their respective individual fastenings, and provided with coupler-buffers secured to said tank by their respective individual fastenings in such manner that the stresses ot' tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

11. A railroad-car com posed of a tight metal tank in the form of aself-supporting horizontal cylinder of more than four thousand gallons capacity, mounted upon wheeled trucks by the aid of body-bolsters secured by their respective individual fastenings to said tank, and provided with coupler-buffers secured by their respective individual fastenings to those portions of said tank which lie between the corresponding body-holsters and the adjacent ends of the tank, in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore y employed in tank-cars, substantially as described.

12. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of a body-bolster secured by its individual fastenings to said tank, and a couplerbuifer secured by its individual fastenings to that portion of said tank which lies between said body-bolster and the adjacent end of the tank, substantially as described.

13. A railroad-carcom posed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks by the aid of body-holsters secured to said tank by their respective individual fastenings, and provided with coupler-buffers secured to said tank by their respective individual fastenings and having connections outside said tank with the body-bolsters in such manner that the stresses of tension in hauling and of compressionin coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

14. Arailroad-carcomposed ofatight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted upon wheeled trucks by the aid of body-holsters secured by their respective individual fastenings to said tank, and provided with coupler-buffers secured by their respective individual fastenings to those portions of said tank which lie between the corresponding body-bolsters and the adjacent ends of the tank and having connections outside of said tank with the body-holsters, in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

15. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of a body-bolster secured by its individual fastenings to said tank, and a couplerbuffer secured by itsindividual fastenings to that part of the said tank which lies between the said bolster and the adjacent end of the tank and provided with a connection with said bolster outsidefof said tank, substantially as described.

16. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted upon Wheeled trucks by the aid of body-holsters which consist each of a curved top plate secured to said tank, and provided with coupler-buffers whereof the frames consist each of a curved top plate secured to that part of said tank which lies between the corresponding body-bolster and the adjacent end of the tank, in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

17. A railroad-car composed of a tight metal IOC IIO

vissse tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted upon wheeled trucks by the aid of body-holsters which consist each of a curved top plate secured to said tank, and provided with coupler-buffers whereof the frames consist each of a curved top plate secured to that portion of said tank which lies between the corresponding body-bolster and the adjacent end of the tank and, respectively, connected outside the tank with said corresponding body-bolster, in such m anner that the stresses of tension in, hauling and of compression in coupling, stopping, and pushing areborne and transmitted by said tank itself, instead of by an undcrframe as heretofore employed in tank-cars, substantially asdescribed.

18. The combination with the tight horizontal cylindrical metal tank of a railroad tank- .car, of a body-bolster which consists of a curved top plate secured to said tank, and a coupler-buffer whereof the frame consists of a curved top plate secured to that portion of said tank which lies between the said bodybolster and the adjacent end of the tank, substantially as described.

19. The combination with the tight horizontal cylindrical metal tank of arailroad tankcar, of a body-bolster which consists of a curved top plate secured to said tank, and a coupler-buffer whereof the frame consists of a curved top plate secured to that portion of said tank which lies between the said bodybolster and the adjacent end of the tank, and having a connection with said body-bolster outside of said tank, substantially as described.

20. A railroad tank-oar provided with bodyholsters composed each of a curved top plate which partly embraces the tank and is secured to said car near the end thereof, and also with couplerbuffer frames composed each of a curved top plate which partly embraces the tank and is secured to that part of said car which lies between the body-bolster and the adjacent end of said car, sub- I stantially as described.

21. A railroad tank-car provided with bodyholsters composed each of a curved top plate which partly embraces the tank and is secured to said car near the end thereof, and also with coupler buffer frames composed each of a curved top plate which has an outside connectionwith the corresponding bodybolster and which partly embraces the tank and is secured to that part of said car which lies between the body-bolster andthe adjacent end of said car, substantially as described.

22. The combination with a body-bolster having a curved top plate, of a coupler-buer having a curved top plate with the housing for the draft-rigging on the under convex side thereof and also having a connection with said bolster in line with the draft-rigging, substantially as described.

The combination with the tight hori zontal cylindrical metal tank of a railroad tank-car, of a body-bolster, and a couplerbuffer, provided each with its individual curved flanges whereby the same is secured to said tank, the coupler-bufer flanges being secured to the tank between the bolster and the tank end, substantially as described.

24. 4The combination with the tight horizontal cylindrical metal tank of a railroad tank-car, of a body-bolster, and a couplerbuifer, provided each with its individual curved flanges whereby the same is secured to said tank and interconnected outside of said tank in line with the draft-rigging, substantially as described.

25. A railroad-car composed ofa tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks and provided with coupler-buffers secured to said tank in such manner that they project beyond the respective ends of said tank while access to the seams between the heads and bottom end plates of said tank is given for calking the same and keeping them tight, and also in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

26. The combination with the tight horizontal cylindrical metal tank of a railroad tank-car, of coupler-buffers secured to said tank in such manner that they project beyond the respective ends of said tank while access to the seams between the heads and bottom end plates of said tank is given for calking the same and keeping them tight, and also in such manner that the stresses of ICO tension in hauling and of compression in coupl ling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

27. Arailroad-car composed ofatight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted upon Wheeled trucks by the aid of body-holsters which consist each of a curved top plate secured to said tank, ribs under said top plate, an intermediate web under said top plate extending in the direction of curvature, and a horizontal bottom plate united to said ribs and web and carrying center and side bearings, and provided with coupler-buffers secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, substantially as described.

28. The combination with the tight horizontal cylindrical metal tank ot a railroad tankcar, of a body-bolster which consists of a curved top plate secured to saidtank, ribs IIO under said top plate, an intermediate web under said top plate extending in the direction of curvature, and a horizontal bottom plate united to said ribs and Web and carrying center and side bearings, substantially as described. Y

29. A railroad tank-car provided with a body-bolster which consists of a curved' top plate partly embracing said tank and secured to said car, ribs under said top plate, an intermediate Web under said top plate extending in the direction of curvature, and ahorizontal bottomplate united to said ribs and web and carrying center and side bearings, substantially as described.

30. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of a body-bolster which consists of a curved top plate secured to said tank, ribs under said top plate, an intermediate web under said top plate extending in the direction of curvature, and a horizontal bottom plate united to said ribs and Web and carrying center and side bearings, and a coupler or buffer frame secured to that portion of said tank which lies between the said bolster and the adjacent end of the tank and having a connection with said bolster outside of said tank, substantially as described.

3l. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, and a body-bolster secured to said tank, of a tight patch inside said tank over the area of fastening said body-bolster to said tank as a safeguard against leakage, substantially as described.

32. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks, and provided with coupler-buers secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, and also provided with brakeoperating mechanism suspended from said tank and connected with the brake mechanism on the Wheeled' trucks, substantially as described.

33. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of brake-operating mechanism suspended from said tank and connected with the brake mechanism on the wheeled trucks, substantially as described.

34. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of brake-operating mechanism suspended from said tank and connected with the brake mechanism on the Wheeled trucks, and tight patches inside said tank over the areas of fastening the suspending devices, substantially as described.

35. A railroad-car composed of a tight metal tank in the forln of a self-supporting horizontension in hauling and of compression in coupling, stopping, and pushing arev borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, and also provided with air-brake mechanism suspended from said tank and connected with the brake mechanism on the Wheeled trucks, substantially as described.

36. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar, of air-brake mechanism suspended from said tank and connected with the brake mechanism on the Wheeled trucks, substantially as described.

37. The combination with the tight horizontal cylindrical metal tank of a railroad tankcar,of air-brake mechanism suspended from said tank and connected With the brake mechanism on the wheeled trucks, and tight patches inside said tank over the areas of fastening the suspending devices, substantially as described.

38. A railroad-car composed of a tight metal l tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on wheeled trucks, and provided With coupler-buffers secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, and provided also with tight patches inside said tank over the areas of fas- IOO tening external devices thereto, substantially as described.

39. The tight horizontal cylindrical metal tank of a railroad tank-car, provided with tight patches inside said tank over the areas of fastening external devices thereto,substan tially as described.

40. A railroad-car composed of a tight metal tank in the form of a self-supporting horizontal cylinder of more than four thousand gallons capacity, mounted on Wheeled trucks, and provided with coupler-buffers secured to said tank in such manner that the stresses of tension in hauling and of compression in coupling, stopping, and pushing are borne and transmitted by said tank itself, instead of by an underframe as heretofore employed in tank-cars, and provided also on one of the coupler -buffer frames with a pulley over which a brake-chain passes, substantially as described. Y

4l. The combination with the tight horizontal cylindrical ymetal tank of a railroad tankcar, and a coupler-buffer frame secured to said tank, of brake-operating mechanism suspended from said tank, a pulley on said frame, and a brake-chain passing over said pulley, substantially as described.

42. A railroad-car composed of a tight metal tank in the form of a self-supporting horizonboard, hand-brake mechanism and air-brake tal cylinder of more than four thousand galmechanism supported by devices secured to lons capacity, mounted on Wheeled trucks, said tank, substantially as described. and provided with coupler-buffers secured to In testimony whereof I affix my signature 5 said tank in such mannr that the stresses of in presence of two Witnesses.

tension in hauling.r an of compression in I T coupling, stopping, and pushing are borne JOHN W' VAN DE KE' and transmitted by said tank itself, instead Witnesses: of by 'an underframe as heretofore employed W. M. IRISH,

Io in tank-cars, and provided also With running- KARL C. FOOKES. 

